Patent application title: Control Apparatus and Control Method of a Vehicle

Abstract:

An HV_ECU executes a program including a step of calculating an estimated
gradient, a step of performing rate limit processing on a change in the
estimated gradient when on a hill and an absolute value of the vehicle
speed is equal to or below V(0), a step of performing hysteresis
processing, a step of calculating a creep increase coefficient, and a
step of calculating a creep increase torque.

Claims:

1-9. (canceled)

10. A control apparatus of a vehicle, which controls driving force
according to a road surface gradient, comprising:an acceleration
detecting device that detects acceleration of the vehicle;a rotation
speed detecting device that detects a rotation speed of a wheel;a vehicle
speed calculating portion that calculates a vehicle speed based on the
rotation speed detected by the rotation speed detecting device; andan
estimating portion that estimates the road surface gradient based on the
acceleration and the rotation speed,wherein the estimating portion is
adapted to limit a change amount of the estimated road surface gradient
according to a preset map when an absolute value of a current vehicle
speed is equal to or below a lower limit value of an absolute value of a
vehicle speed corresponding to the rotation speed which can be detected
by the rotation speed detecting device.

11. The control apparatus of a vehicle according to claim 10, wherein the
estimating portion limits the change amount to equal to or below a
predetermined change amount.

12. A control apparatus of a vehicle, which controls driving force
according to a road surface gradient, comprising:an acceleration
detecting device that detects acceleration of the vehicle;a rotation
speed detecting device that detects a rotation speed of a wheel; andan
estimating portion that estimates the road surface gradient based on the
acceleration and the rotation speed,wherein the estimating portion
estimates the road surface gradient by correcting the road surface
gradient based on the detected acceleration when the detected
acceleration is not within a predetermined range corresponding to the
estimated road surface gradient.

13. The control apparatus of a vehicle according to claim 10, wherein a
motor which serves as a driving source that generates the driving force
is mounted in the vehicle, and the control apparatus controls the motor
according to the estimated road surface gradient.

14. The control apparatus of a vehicle according to claim 11, wherein a
motor which serves as a driving source that generates the driving force
is mounted in the vehicle, and the control apparatus controls the motor
according to the estimated road surface gradient.

15. The control apparatus of a vehicle according to claim 12, wherein a
motor which serves as a driving source that generates the driving force
is mounted in the vehicle, and the control apparatus controls the motor
according to the estimated road surface gradient.

16. A control method of a vehicle, which controls driving force according
to a road surface gradient, comprising:detecting acceleration of the
vehicle;detecting a rotation speed of a wheel;calculating a vehicle speed
based on the detected rotation speed;estimating the road surface gradient
based on the acceleration and the rotation speed; andlimiting a change
amount of the estimated road surface gradient according to a preset map
when an absolute value of a current vehicle speed is equal to or below a
lower limit value of an absolute value of a vehicle speed corresponding
to the rotation speed which can be detected.

17. The control method of a vehicle according to claim 16, further
comprising the step of:limiting the change amount to equal to or below a
predetermined change amount.

18. A control method of a vehicle, which controls driving force according
to a road surface gradient, comprising:detecting acceleration of the
vehicle;detecting a rotation speed of a wheel;estimating the road surface
gradient based on the acceleration and the rotation speed; andestimating
the road surface gradient by correcting the road surface gradient based
on the detected acceleration when the detected acceleration is not within
a predetermined range corresponding to the estimated road surface
gradient.

19. The control method of a vehicle according to claim 16, further
comprising the step of:controlling, according to the estimated road
surface gradient, a motor which serves as a driving source that generates
the driving force.

20. The control method of a vehicle according to claim 17, further
comprising the step of:controlling, according to the estimated road
surface gradient, a motor which serves as a driving source that generates
the driving force.

21. The control method of a vehicle according to claim 18, further
comprising the step of:controlling, according to the estimated road
surface gradient, a motor which serves as a driving source that generates
the driving force.

22. A control apparatus of a vehicle, which controls driving force
according to a road surface gradient, comprising:an acceleration
detecting device that detects acceleration of the vehicle;a rotation
speed detecting device that detects a rotation speed of a wheel; andan
estimating portion that estimates the road surface gradient based on the
acceleration and the rotation speed,wherein the estimating portion is
adapted to limit a change amount of the estimated road surface gradient
to equal to or below a predetermined change amount according to a preset
map until the rotation speed is detected by the rotation speed detecting
device.

Description:

BACKGROUND OF THE INVENTION

[0001]1. Field of the Invention

[0002]The invention relates to a control apparatus and a control method of
a vehicle. More particularly, the invention relates to a control
apparatus and a control method of a vehicle which uses a motor as a
driving source.

[0003]2. Description of the Related Art

[0004]In recent years, vehicles which run by the driving force generated
by a motor such as hybrid vehicles, fuel cell vehicles, and electric
vehicles have been the focus of much attention as one measure to combat
environmental problems. In these kinds of vehicles, technology is known
for generating creep torque using the motor in order to prevent the
vehicle from moving backwards when taking off from a standstill or when
stopped on an upward slope, for example.

[0005]Japanese Application Publication No. JP-A-2005-33866, for example,
describes a control apparatus of a hybrid vehicle that prevents brake
drag when the vehicle takes off from a standstill, while also preventing
the vehicle from moving backwards on an upward slope. This control
apparatus of a hybrid vehicle includes a motor and an engine as vehicle
driving sources. The control apparatus also includes an operation
detecting device that detects an operation of a brake pedal, a gradient
detecting device that detects a road surface gradient, and a motor
controlling portion that generates forward torque in the motor when the
gradient detecting device detects that the road surface on which the
vehicle is stopped is an upward slope and the operation detecting device
detects that there is an operation to release the brake pedal.

[0006]According to the control apparatus of a hybrid vehicle described in
the foregoing publication, when the engine is idling while the vehicle is
stopped on an upward slope, creep torque in the engine can be generated
using the motor. Therefore, the motor can effectively be used to prevent
the problem of brake drag which reduces fuel efficiency, as well as to
reliably prevent the vehicle from moving backwards on an upward slope.

[0007]However, if the detected road surface gradient changes suddenly, the
creep torque fluctuates and the driver may feel as if the vehicle is
sliding downhill. The road surface gradient is calculated based on the
difference between an output value from a G sensor and a derivative value
of the rotation speed detected by a wheel speed sensor. The wheel speed
sensor outputs a detection signal after the vehicle has started to move
and is traveling around several km/h. Therefore, the derivative value of
the rotation speed at the point at which the detection signal starts to
be output is large and the absolute value of the road surface gradient is
estimated to be small. As a result, the creep torque output by the motor
stops increasing which may result in the vehicle sliding downhill
backwards when running on an upward slope, thereby imparting an
unpleasant sensation to the driver.

SUMMARY OF THE INVENTION

[0008]It is an object of this invention to provide a control apparatus and
control method of a vehicle which suppresses downhill sliding of a
vehicle on an upward slope.

[0009]A first aspect of the invention relates to a control apparatus of a
vehicle, which controls driving force of the vehicle according to a road
surface gradient. This control apparatus includes an acceleration
detecting device that detects acceleration of the vehicle; a rotation
speed detecting device that detects a rotation speed of a wheel; a
vehicle speed calculating portion that calculates a vehicle speed based
on the rotation speed detected by the rotation speed detecting device;
and an estimating portion that estimates the road surface gradient based
on the acceleration and the rotation speed. The estimating portion limits
a change amount of the estimated road surface gradient when an absolute
value of a current vehicle speed is equal to or below a lower limit value
of an absolute value of a vehicle speed corresponding to the rotation
speed which can be detected by the rotation speed detecting device.

[0010]According to the first aspect, the estimating portion limits a
change amount of the estimated road surface gradient when a current
vehicle speed is equal to or below a lower limit value of an absolute
value of a vehicle speed corresponding to the rotation speed which can be
detected by the rotation speed detecting device. As a result, the change
amount of the estimated road surface gradient is limited even when the
derivative value of the rotation speed abruptly changes when the vehicle
speed reaches several km/h after the vehicle starts to move. Therefore,
an abrupt change in the estimated road surface gradient can be
suppressed. Accordingly, for example, in a vehicle that is stopped on an
upward slope, an abrupt change in the estimated road surface gradient can
be suppressed when the driver releases the brake pedal and the vehicle
starts to move. That is, on an upward slope, an abrupt decrease in the
estimated road surface gradient can be suppressed. As a result, the creep
torque can be increased appropriately according to the road surface
gradient, which makes it possible to suppress the vehicle from sliding
downhill backwards and thus minimize the unpleasant sensation imparted on
the driver. Hence, a control apparatus of a vehicle that suppresses
downhill sliding of a vehicle on an upward slope can be provided.

[0011]In addition to the foregoing structure, the estimating portion may
limit the change amount of the estimated road surface gradient to equal
to or below a predetermined change amount.

[0012]According to this structure, the estimating portion limits the
change amount to equal to or below a predetermined change amount. As a
result, the change amount of the estimated road surface gradient is
limited to equal to or below the predetermined change amount even when
the derivative value of the rotation speed abruptly changes when the
vehicle speed reaches several km/h after the vehicle starts to move.
Therefore, an abrupt change in the estimated road surface gradient can be
suppressed. As a result, on an upward slope, the creep torque can be
increased appropriately according to the road surface gradient, which
makes it possible to suppress the vehicle from sliding downhill
backwards.

[0013]A second aspect of the invention relates to a control apparatus of a
vehicle, which controls driving force of the vehicle according to a road
surface gradient. This control apparatus includes an acceleration
detecting device that detects acceleration of the vehicle; a rotation
speed detecting device that detects a rotation speed of a wheel; and an
estimating portion that estimates the road surface gradient based on the
acceleration and the rotation speed. The estimating portion estimates the
road surface gradient by correcting the road surface gradient based on
the detected acceleration when the detected acceleration is not within a
predetermined range corresponding to the estimated road surface gradient.

[0014]According to this structure, the estimating portion estimates the
road surface gradient by correcting it based on the detected acceleration
when the detected acceleration is not within a predetermined range
corresponding to the estimated road surface gradient. Therefore, it can
be determined that the estimated road surface gradient is changing
abruptly, i.e., that the derivative value of the rotation speed is
changing abruptly, when the acceleration detected by the acceleration
detecting device is not within a predetermined range that corresponds to
the estimated road surface gradient. Accordingly, estimating the road
surface gradient by appropriately correcting the road surface gradient
based on the detected acceleration enables an abrupt change in the creep
torque to be suppressed. Thus, for example, in a vehicle that is stopped
on an upward slope, an abrupt change in the estimated road surface
gradient can be suppressed when the driver releases the brake pedal and
the vehicle starts to move. That is, on an upward slope, an abrupt
decrease in the estimated road surface gradient can be suppressed. As a
result, the creep torque can be increased appropriately according to the
road surface gradient so the vehicle can be suppressed from sliding
downhill backwards. Accordingly, the unpleasant sensation imparted on the
driver from the vehicle sliding backwards can be minimized. Thus, a
control apparatus of a vehicle that suppresses downhill sliding of a
vehicle on an upward slope can be provided.

[0015]In addition to the foregoing structure, a motor which serves as a
driving source that generates the driving force may be mounted in the
vehicle, and the control apparatus may control the motor according to the
estimated road surface gradient.

[0016]According to this structure, the control apparatus controls the
motor according to the estimated road surface gradient. Therefore, a
vehicle on an upwards slope can be suppressed from sliding downhill
because creep torque according to the estimated road surface gradient can
be output.

[0017]A third aspect of the invention relates to a control method of a
vehicle, which controls driving force of the vehicle according to a road
surface gradient. This control method includes the steps of detecting
acceleration of the vehicle; detecting a rotation speed of a wheel;
calculating a vehicle speed based on the detected rotation speed;
estimating the road surface gradient based on the acceleration and the
rotation speed; and limiting a change amount of the estimated road
surface gradient when an absolute value of a current vehicle speed is
equal to or below a lower limit value of an absolute value of a vehicle
speed corresponding to the rotation speed that can be detected.

[0018]This control method may also include the step of limiting the change
amount to equal to or below a predetermined change amount.

[0019]A fourth aspect of the invention relates to a control method of a
vehicle, which controls driving force of the vehicle according to a road
surface gradient. This control method includes the steps of detecting
acceleration of the vehicle; detecting a rotation speed of a wheel;
estimating the road surface gradient based on the acceleration and the
rotation speed; and estimating the road surface gradient by correcting
the road surface gradient based on the detected acceleration when the
detected acceleration is not within a predetermined range corresponding
to the estimated road surface gradient.

[0020]This control method may also include the step of controlling,
according to the estimated road surface gradient, a motor which serves as
a driving source that generates the driving force.

[0021]A fifth aspect of the invention relates to a control apparatus of a
vehicle, which controls driving force of the vehicle according to a road
surface gradient. This control apparatus includes an acceleration
detecting device that detects acceleration of the vehicle; a rotation
speed detecting device that detects a rotation speed of a wheel; and an
estimating portion that estimates the road surface gradient based on the
acceleration and the rotation speed, wherein the estimating portion
limits a change amount of the estimated road surface gradient to equal to
or below a predetermined change amount until the rotation speed is
detected by the rotation speed detecting device.

BRIEF DESCRIPTION OF THE DRAWINGS

[0022]The foregoing and further objects, features and advantages of the
invention will become apparent from the following description of
preferred embodiments with reference to the accompanying drawings,
wherein like numerals are used to represent like elements and wherein:

[0023]FIG. 1 is a control block diagram of a hybrid vehicle in which is
mounted a control apparatus of a vehicle according to a first embodiment
of the invention;

[0024]FIG. 2 is a timing chart showing a change in an output value
detected by a wheel speed sensor and a derivative value of that output
value;

[0025]FIG. 3 is a flowchart illustrating a control structure of a program
executed by a HV_ECU which serves as the control apparatus of a vehicle
according to the first embodiment;

[0026]FIG. 4 is a graph showing the relationship between an input value
and an output value of an estimated gradient change amount;

[0027]FIG. 5 is a graph (first graph) showing a relationship between an
estimated gradient and a creep increase coefficient;

[0028]FIG. 6 is a graph (second graph) showing a relationship between the
estimated gradient and the creep increase coefficient;

[0029]FIG. 7 is a timing chart showing changes in the vehicle speed, the
estimated gradient, and creep torque;

[0030]FIG. 8 is a flowchart illustrating the control structure of a
program executed by a HV_ECU which serves as the control apparatus of a
vehicle according to a second embodiment; and

[0031]FIG. 9 is a graph showing the relationship between the output value
of a G sensor and the estimated gradient.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032]Hereinafter, embodiments of the invention will be described in
detail with reference to the accompanying drawings. In the following
description, like parts with be denoted by like reference numerals. Like
parts will also be referred to by same nomenclature and will have the
same function. Therefore, detailed descriptions of those parts will not
be repeated.

[0033]A control block diagram of a hybrid vehicle according to a first
embodiment of the invention will now be described with reference to FIG.
1. It should be noted, however, that the invention is not limited to the
hybrid vehicle shown in FIG. 1 as long as a motor-generator which serves
as a driving source is coupled to driven wheels. The hybrid vehicle may
also take another form having a secondary battery. Also, an electricity
storing mechanism such as a capacitor may be provided instead of the
secondary battery. In addition, when the secondary battery is provided,
it may be a nickel-metal hydride battery or a lithium-ion battery, for
example. The type is not particularly limited.

[0034]The hybrid vehicle includes an internal combustion engine (in the
following description this will simply be referred to as "engine") 120
such as a gasoline engine, and a motor-generator 140, both of which serve
as driving sources. In FIG. 1, the motor-generator 140 will be referred
to as motor 140A and generator 140B (or motor-generator 140B) for the
sake of convenience, but the motor 140A can also function as a generator
and the generator 140B can also function as a motor depending on the
running state of the hybrid vehicle. When functioning as a generator, the
motor-generator performs regenerative braking at which time it converts
the kinetic energy of the vehicle into electrical energy, thereby
decelerating the vehicle.

[0035]The hybrid vehicle is also provided with a reduction gear 180 that
transmits power generated by the engine 120 and the motor-generator 140
to driven wheels 160, as well as transmits the driving of the driven
wheels 160 to the engine 120 and the motor-generator 140; a power split
device (such as a planetary gear set) 200 which distributes the power
generated by the engine 120 between two paths, i.e., the driven wheels
160 and the generator 140B; a running battery 220 which provides electric
power to drive the motor-generator 140; an inverter 240 that controls the
current while converting direct current of the running battery 220 and
alternating current of the motor 140A and the generator 140B; a battery
control unit (hereinafter referred to as "battery ECU" (ECU stands for
Electronic Control Unit)) 260 that manages and controls the charge and
discharge state of the running battery 220; an engine ECU 280 that
controls the operating state of the engine 120; a MG_ECU 300 that
controls the motor-generator 140, the battery ECU 260, the inverter 240
and the like according to the state of the hybrid vehicle; a brake ECU
326 that controls the braking force of brake devices, not shown; and a
HV_ECU 320 that controls the overall hybrid system so that the hybrid
vehicle can run most efficiently by managing and controlling the battery
ECU 260, the engine ECU 280, the MG_ECU 300, and the brake ECU 326 and
the like all in an interconnected manner. The control apparatus of a
vehicle according to this embodiment is realized by this HV_ECU 320.

[0036]In this embodiment, a voltage increase converter 242 is provided
between the running battery 220 and the inverter 240. This voltage
increase converter 242 increases the voltage of the power when power is
supplied from the running battery 220 to the motor 140A and the
motor-generator 140B because the rated voltage of the running battery 220
is lower than the rated voltage of the motor 140A and the motor-generator
140B.

[0037]In FIG. 1, each ECU is structured separately, but two or more ECUs
may also be combined into one (for example, the MG_ECU 300 and the HV_ECU
320 can be combined into one ECU, as shown by the dotted line in FIG. 1).

[0038]A planetary gear set is used for the power split device 200 to
divide the power from the engine 120 between the driven wheels 160 and
the motor-generator 140B. The power split device 200 can also function as
a continuously variable transmission by controlling the speed of the
motor-generator 140B. Rotation force of the engine 120 is input to a
planetary carrier. From there it is transmitted to the motor-generator
140B by a sun gear, and transmitted to the motor and an output shaft (on
the side with the driven wheels 160) by a ring gear. When the engine 120
is idling, it is still running so kinetic energy from its operation is
converted into electric energy by the motor-generator 140B, thereby
reducing the speed of the engine 120.

[0039]In the hybrid vehicle having the hybrid system shown in FIG. 1, when
the efficiency of the engine 120 is poor and the vehicle is taking off
from a standstill or running at low speeds or the like, the hybrid
vehicle runs using only the motor 140A of the motor-generator 140. During
normal running, power from the engine 120 is distributed between two
paths by the power split device 200, for example, so as to directly drive
the driven wheels 160 on one hand, as well as drive the generator 140B to
generate power on the other hand. The power generated at this time is
used to drive the motor 140A which is in turn used to assist with driving
the driven wheels 160. When running at high speeds, the running battery
220 supplies power to the motor 140A to further increase its output,
thereby providing additional driving force to the driven wheels 160.
During deceleration, on the other hand, the motor 140A which is then
driven by the driven wheels 160 functions as a generator and regenerates
energy. This recovered energy is then stored in the running battery 220.

[0040]When the SOC (state-of-charge) of the running battery 220 drops to
the point where it needs to be charged, the output of the engine 120 is
increased to drive the generator 140B and increase the amount of power it
generates, thereby increasing the SOC of the running battery 220. Of
course, even when running at low speeds, control is performed to increase
the driving amount of the engine 120 as needed. This control is performed
in cases such as when the running battery 220 needs to be charged as
described above, when driving an auxiliary device such as an air
conditioner, and when raising the temperature of coolant in the engine
120 to a predetermined temperature.

[0041]The wheel speed sensor 322 detects the rotation speed of the driven
wheels 160 and outputs a signal indicative thereof to the HV_ECU 320. The
HV_ECU 320 then calculates the speed of the vehicle based on the speed of
the driven wheels 160 that was received. Also, the G sensor 324 detects
acceleration of the vehicle and outputs a signal indicative thereof to
the HV_ECU 320.

[0042]In this kind of vehicle, the HV_ECU 320 estimates the gradient of
the road surface based on the difference between the output value from
the G sensor 324 and the derivative value of the rotation speed from the
wheel speed sensor 322 when the vehicle is stopped or moving on a road
surface having a gradient, for example. For example, the HV_ECU 320
estimates the gradient of the road surface based on factors such as the
weight of the vehicle and the difference between the output value from
the G sensor 324 and the derivative value of the rotation speed from the
wheel speed sensor 322. The HV_ECU 320 then prevents the vehicle from
sliding backwards by controlling the motor 140A to output forward creep
torque according to the estimated gradient of the road surface
(hereinafter also referred to as "estimated gradient"). More
specifically, the HV_ECU 320 controls the motor 140A to output a value
equal to the product of the creep torque on a flat road multiplied by a
creep increase coefficient according to the gradient of the road surface
(hereinafter this value will be referred to as "creep increase torque").
For example, if the creep torque coefficient is "1" on a flat road, then
the creep increase coefficient on an upward slope will be a value greater
than "1".

[0043]Here, a case will be assumed in which, for example, a vehicle that
is stopped on an upward slope starts to move after the driver releases
the brake pedal. If the force acting to move the vehicle backwards, which
is based on the vehicle weight, exceeds the creep torque output to the
driven wheels 160 at this time, then the vehicle will start to move
backwards, as shown by the broken line in FIG. 2A, so the wheel speed
will increase linearly. However, the wheel speed sensor 322 starts to
output a detection signal only after a time T(0) when the vehicle speed
in the downhill direction has reached several km/h (approximately 3 km/h)
after the vehicle starts to move, as shown by the solid line in FIG. 2A.
This is because the sensor is structured to detect a change in the
magnetic force produced by the rotation of the driven wheels 160 so a
detection signal is not detected unless the wheel speed rises to at least
a rotation speed at which a change in the magnetic force can be detected.

[0044]Therefore, as shown by the solid line in FIG. 2B, the derivative
value of the output value from the wheel speed sensor 322, i.e., the
derivative value of the wheel speed, abruptly rises at time T(0) and then
falls to V'. The estimated gradient is calculated based on the difference
between the output value from the G sensor 324 and the derivative value
of the output value from the wheel speed sensor 322, as described above.
Therefore, when the derivative value of the output value from the wheel
speed sensor 322 abruptly changes (i.e., abruptly increases in the
downhill direction on an upward slope), the estimated gradient abruptly
decreases. That is, the HV_ECU 320 estimates that the road surface
gradient is becoming gradual. As a result, the HV_ECU 320 controls the
creep increase torque generated in the motor 140A to decrease because the
creep increase coefficient is decreasing according to the decrease in the
estimated gradient. Therefore, the resultant force from the vehicle in
the downhill direction increases which may cause the vehicle to slide
downhill. As a result, an unpleasant sensation may be imparted to the
driver.

[0045]Therefore, this embodiment is characteristic in that the HV_ECU 320
estimates the road surface gradient while limiting the amount of change
in the road surface gradient when the vehicle speed is to equal to or
below a lower limit value of the absolute value of a vehicle speed
corresponding to a rotation speed that can be detected by the wheel speed
sensor 322.

[0046]More specifically, when the absolute value of the vehicle speed
calculated based on the wheel speed that was detected by the wheel speed
sensor 322 is equal to or below a predetermined value V(0), the HV_ECU
320 limits the amount of change in the estimated gradient calculated
based on the difference between the output value from the G sensor 324
and the derivative value of the output value from the wheel speed sensor
322 to a predetermined amount of change or less. The "predetermined value
V(0)" is not particularly limited as long as it is at least equal to or
greater than a lower limit value Va of the absolute value of the vehicle
speed calculated based on the wheel speed that was detected by the wheel
speed sensor 322.

[0047]Hereinafter, the control structure of a program executed by the
HV_ECU 320 which serves as the control apparatus of the vehicle according
to the embodiment will be described with reference to FIG. 3.

[0048]In step S100, the HV_ECU 320 calculates the estimated gradient based
on the difference between the output value received from the G sensor 324
and the derivative value of the output value received from the wheel
speed sensor 322. The estimated gradient may alternatively be calculated
in the brake ECU 326 based on the output value from the G sensor 324 and
the derivative value of the wheel speed, and then sent to the HV_ECU 320.

[0049]In step S102, the HV_ECU 320 determines whether the road surface on
which the vehicle is running or stopped is a hill (i.e., slope) based on
the calculated (or received) estimated gradient. For example, if the
calculated gradient is equal to or greater than a predetermined gradient
A(X), the HV_ECU 320 determines that the road surface on which the
vehicle is running or stopped is a hill. If the road surface on which the
vehicle is running or stopped is a hill (i.e., YES in step S102), the
process proceeds on to step S104. If not (i.e., NO in step S102), the
process proceeds on to step S114.

[0050]In step S104, the HV_ECU 320 determines whether the absolute value
of the vehicle speed calculated based on the rotation speed detected by
the wheel speed 322 is equal to or below a predetermined value V(0). If
the absolute value of the calculated vehicle speed is equal to or below
the predetermined value V(0) (i.e., YES in step S104), the process
proceeds on to step S106. If not (i.e., NO in step S104), the process
proceeds on to step S108.

[0051]In step S106, the HV_ECU 320 performs rate limit processing on the
change in the calculated (or received) estimated gradient. Rate limit
processing refers to processing in which, when the difference between the
estimated gradient calculated in the last calculation cycle and the
estimated gradient calculated in the current calculation cycle is equal
to or greater than a predetermined change amount Aout(0), for example,
calculates the sum of the estimated gradient calculated in the last
calculation cycle plus the predetermined change amount Aout(0) as the
estimated gradient of the current calculation cycle. More specifically, a
map such as that shown in FIG. 4 is stored beforehand in the memory of
the HV_ECU 320. The HV_ECU 320 calculates the output value Aout of the
change amount from a map such as that shown in FIG. 4, with the
difference between the estimated gradients calculated based on the output
value of the G sensor 324 and the derivative value of the wheel speed in
the last calculation cycle and the current calculation cycle as an input
value Ain. The HV_ECU 320 then calculates the estimated gradient of the
current calculation cycle by adding the calculated output value Aout of
the change amount to the estimated gradient that was calculated in the
last calculation cycle. For example, the map shown in FIG. 4 is created
so that the output value of the change amount of the estimated gradient
does not become larger than Aout(0) even if the input value of the change
amount of the estimated gradient is equal to or greater than Ain(0).
Ain(0) and Aout(0) are preset values which are appropriately determined
through testing or the like. Also, in the map shown in FIG. 4, the upward
direction of the vertical axis is the downhill direction of the vehicle.

[0052]In step S108, the HV_ECU 320 determines whether latch processing has
been performed. Latch processing is processing for retaining (storing)
the value of the estimated gradient calculated (or received) by the
HV_ECU 320 every predetermined number of calculation cycles. The
predetermined number of calculation cycles may be, for example, one or a
plurality of two or more. If latch processing has been performed (i.e.,
YES in step S108), the process proceeds on to step S110. If not (i.e., NO
in step S108), the process proceeds on to step S112.

[0053]In step S110, the HV_ECU 320 performs hysteresis processing on the
change in the estimated gradient stored by the latch processing.
Hysteresis processing is processing that makes the estimated gradient
which changes in small increments due to noise and the like a
substantially constant value, for example. More specifically, when the
absolute value of the difference between the value of the estimated
gradient calculated in the last calculation cycle and the value of the
estimated gradient calculated in the current calculation cycle is equal
to or below a predetermined value, the HV_ECU 320 makes the value of the
current estimated gradient the same as the value of the estimated
gradient calculated in the last calculation cycle. The predetermined
value in this case is a value that is below the predetermined change
amount Aout(0).

[0054]In step S112, the HV_ECU 320 calculates the creep increase
coefficient based on the calculated estimated gradient. More
specifically, a map which predefines a relationship between the estimated
gradient and the creep increase coefficient, such as that shown in FIG.
5, is stored in the memory of the HV_ECU 320. The HV_ECU 320 calculates
the creep increase coefficient from the calculated estimated gradient and
the map shown in FIG. 5. For example, when the calculated estimated
gradient is A(0), the HV_ECU 320 calculates a creep increase coefficient
B(0) from the map shown in FIG. 5. The relationship between the estimated
gradient and the creep increase coefficient is not limited to one in
which the creep increase coefficient rises in a step-like manner from 1
to B(1) and B(2) as the estimated gradient increases. For example, as
shown in FIG. 6, the creep increase coefficient may also be one in which
the creep increase coefficient rises in a step-like manner from 1 to B(3)
as the estimated gradient increases. B(1) to B(3) are values which are
not particularly limited as long as they are greater than "1", and are
appropriately determined through testing or the like. Also, a
3-dimensional map showing the relationship between the estimated
gradient, the rotation speed of the driven wheels 160 detected by the
wheel speed sensor 322 (or the vehicle speed), and the creep increase
coefficient may also be used instead of the map shown in FIG. 5.

[0055]In step S114, the HV_ECU 320 calculates the creep increase torque
based on the calculated creep increase coefficient. For example, the
HV_ECU 320 calculates the creep increase torque to be equal to the
product of the creep increase coefficient multiplied by the creep torque
calculated using a driving force map or the like. The driving force map
is a map which defines the relationship between the vehicle speed and the
creep torque, for example, and is stored in the memory of the HV_ECU 320
in advance. The HV_ECU 320 calculates the creep torque using the driving
force map and the vehicle speed calculated based on the rotation speed
detected by the wheel speed sensor 322. The HV_ECU 320 calculates the
creep increase torque to be equal to the product of the creep increase
coefficient and the calculated creep torque. The HV_ECU 320 then controls
the motor 140A to output the calculated creep increase torque via the
MG_ECU 300.

[0056]The operation of the HV_ECU 320 that serves as the control apparatus
of a vehicle according to this embodiment and is based on the foregoing
structure and flowchart will now be described with reference to FIG. 7.

[0057]This description will assume a case in which, for example, the
vehicle is stopped facing uphill on an upward slope. While the vehicle is
stopped, the output value detected by the wheel speed sensor 322 is zero
so the derivative value of the wheel speed is also zero. Therefore, the
estimated gradient A(1) is calculated based on the output value from the
G sensor 324. Here, if the driver releases the brake pedal, for example,
a backward force from the weight of the vehicle acts on the vehicle. If
that backward force is greater than the creep torque that is output in
the forward direction, the vehicle will start to move backwards. The
vehicle speed will then increase over time as shown by the alternate long
and short dash line in FIG. 7A. If at that time the vehicle speed is
below the vehicle speed Va which corresponds to the rotation speed that
can be detected by the wheel speed sensor 322, the output value is zero,
as shown by the solid line in FIG. 7A.

[0058]When the vehicle speed becomes Va which corresponds to a rotation
speed that can be detected by the wheel speed sensor 322 at time T(1),
then an output value corresponding to the vehicle speed is output from
the wheel speed sensor 322. At this time the estimated gradient is
calculated based on the output value from the G sensor 324 and the
derivative value of the output value from the wheel speed sensor 322
(S100).

[0059]If the calculated estimated gradient is equal to or greater than a
predetermined gradient A(X) (i.e., YES in step S102), then it is
determined that the vehicle is moving or stopped on an upward slope. Then
if the absolute value of the calculated vehicle speed is below a
predetermined vehicle speed V(0) (i.e., YES in step S104), rate limit
processing is performed on the change in the estimated gradient (S106).
At this time, the change in the estimated gradient with the rate limit
processing shown by the solid line in FIG. 7B is compared with the change
in the estimated gradient without the rate limit processing shown by the
broken line in FIG. 7B, and the estimated gradient is calculated to
change gradually from A(1) to A(2) by the predetermined change amount
Aout(0). After latch processing and hysteresis processing (i.e., YES in
step S108; S110), the creep increase coefficient is calculated based on
the estimated gradient after hysteresis processing (S112). Then the creep
increase torque is calculated based on the creep increase coefficient and
the driving force map (S114).

[0060]At this time, the change in the creep increase torque with the rate
limit processing shown by the solid line in FIG. 7C is compared with the
change in the creep increase torque the without rate limit processing
shown by the broken line in FIG. 7C, and the creep increase torque is
changed gradually from Tc(0) to Tc(1) by a predetermined change amount.
Therefore, as shown by the solid line after time T(1) in FIG. 7A, the
vehicle can be suppressed from sliding backwards due to an abrupt
decrease in creep increase torque.

[0061]As described above, with the control apparatus of a vehicle
according to this embodiment, even if the rotation speed detected by the
wheel speed sensor is output after the vehicle starts to move and the
vehicle speed has reached several km/h such that the derivative of the
rotation speed abruptly changes, the amount of change in the estimated
road surface gradient can be limited. As a result, the estimated road
surface gradient can be suppressed from abruptly changing. Therefore, in
a vehicle that is stopped on an upward slope, an abrupt change in the
estimated road surface gradient can be suppressed when the driver
releases the brake pedal and the vehicle starts to move. That is, on an
upward slope, an abrupt decrease in the estimated road surface gradient
can be suppressed. As a result, the creep torque can be increased
appropriately according to the road surface gradient, which makes it
possible to suppress the vehicle from sliding downhill backwards.
Accordingly, the unpleasant sensation imparted on the driver from the
vehicle sliding backwards can be minimized. Thus, a control apparatus of
a vehicle that suppresses downhill sliding of a vehicle on an upward
slope can be provided.

[0062]In this embodiment, when the absolute value of the vehicle speed is
equal to or below the predetermined value V(0), rate limit processing is
executed. Alternatively, however, rate limit processing may also be
executed when, for example, the downhill vehicle speed is within a
predetermined range that includes a lower limit value of a vehicle speed
corresponding to a rotation speed that can be detected by the wheel speed
sensor. In this case as well, executing the rate limit processing on the
estimated gradient makes it possible to suppress an abrupt change in the
estimated gradient even if the derivative value of the output value
detected by the wheel speed sensor changes abruptly. Therefore, a
decrease in creep increase torque due to a change in the estimated
gradient can be suppressed on an upward slope. As a result, it is
possible to suppress a vehicle on an upward slope from sliding downhill.

[0063]Hereinafter, a control apparatus of a vehicle according to a second
embodiment of the invention will be described. The control apparatus of a
vehicle according to this second embodiment differs from the control
apparatus of a vehicle according to the first embodiment only in that the
control structure of the program executed by the HV_ECU 320 is different.
All other structure is the same as that of the control apparatus of a
vehicle according to the first embodiment described above. Like parts
will thus be denoted by like reference numerals and have the same
function so detailed descriptions thereof will not be repeated.

[0064]This embodiment is characteristic in that the HV_ECU 320 corrects
the estimated gradient based on the acceleration of the vehicle detected
by the G sensor 324 when there is no predetermined relationship between
the acceleration of the vehicle detected by the G sensor 324 and the
estimated gradient that is calculated based on the difference between the
output value of the G sensor 324 and the derivative value of the wheel
speed.

[0065]Hereinafter, the control structure of a program executed by the
HV_ECU 320 which serves as the control apparatus of a vehicle according
to this embodiment will be described with reference to FIG. 8.

[0066]Steps in the flowchart shown in FIG. 8 that are the same as steps in
the flowchart in shown FIG. 3 described above will be denoted by like
step numerals and the processes of like steps are the same so detailed
descriptions thereof will not be repeated.

[0067]In FIG. 200, the HV_ECU 320 determines whether the acceleration of
the vehicle detected by the G sensor 324 is within a range that is larger
than a map value (X1) and smaller than a map value (X2) arrived at by the
estimated gradient calculated (or received) in step S100 and a map shown
in FIG. 9.

[0068]In the map shown in FIG. 9, the vertical axis represents the
acceleration detected by the G sensor 324 and the horizontal axis
represents the estimated gradient. The map value (X1) and the map value
(X2) are set to increase linearly as the estimated gradient increases, as
shown by the solid line in FIG. 9. The map value (X1) and the map value
(X2) are not particularly limited, and are values that are appropriately
determined through testing or the like, for example. If the acceleration
detected by the G sensor 324 is outside of the range between the map
value (X1) and the map value (X2), then it can be determined that the
estimated gradient is changing due to an abrupt change in the derivative
value of the wheel speed. If the acceleration detected by the G sensor
324 is within the range between the map value (X1) and the map value (X2)
(i.e., YES in step S200), the process proceeds on to step S202. If not
(i.e., NO in step S200), the process proceeds on to step S204.

[0069]In step S202, the HV_ECU 320 calculates the estimated gradient
calculated in step S100 as the estimated gradient of the current
calculation cycle. In step S204, the HV_ECU 320 corrects the estimated
gradient based on the acceleration detected by the G sensor 324. The
method by which this correction is made is not particularly limited, and
may include, for example, correcting an estimated gradient A(4) in which
an acceleration a(0) is made a middle value (indicated by the broken line
in the drawing) as the estimated gradient of the current calculation
cycle when the calculated estimated gradient is A(3) and the detected
acceleration is a(0), or correcting the estimated gradient after
comparing an output value from a resolver or the like, not shown,
provided in the motor 140A with the output value from the G sensor 324.

[0070]The operation of the HV_ECU 320 which serves as the control
apparatus of a vehicle according to this embodiment and is based on the
foregoing structure and flowchart will now be described.

[0071]This description will assume a case in which, for example, the
vehicle is stopped facing uphill on an upward slope. While the vehicle is
stopped, the output value detected by the wheel speed sensor 322 is zero
so the derivative value of the wheel speed is also zero. Therefore, the
estimated gradient is calculated based on the output value from the G
sensor 324. Here, if the driver releases the brake pedal, backward force
from the weight of the vehicle will act on the vehicle. If that backward
force is greater than the creep torque that is output in the forward
direction, the vehicle will start to move backwards. The vehicle speed
will then increase over time. If at that time the vehicle speed is below
the vehicle speed Va which corresponds to a rotation speed that can be
detected by the wheel speed sensor 322, the output value is zero.

[0072]When the vehicle speed becomes Va which corresponds to a rotation
speed that can be detected by the wheel speed sensor 322 at time T(1),
then an output value corresponding to the vehicle speed is output from
the wheel speed sensor 322. At this time the estimated gradient is
calculated based on the output value from the G sensor 324 and the
derivative value of the output value from the wheel speed sensor 322
(S100).

[0073]If the calculated estimated gradient is equal to or greater than a
predetermined gradient A(X) (i.e., YES in step S102), then it is
determined that the vehicle is moving or stopped on an upward slope. When
the vehicle speed reaches Va and the derivative value of the vehicle
speed is calculated to be large, the estimated gradient is calculated to
be a smaller value than the estimated gradient that was calculated before
the rotation speed corresponding to the vehicle speed Va was detected. If
at this time the output value from the G sensor 324 is not within the
range between the map value (X1) and the map value (X2) which are defined
by the calculated estimated gradient and the map shown in FIG. 9 (i.e.,
NO in step S200); then the estimated gradient is corrected with the
detected output value from the G sensor 324 as the middle value shown by
the broken line in FIG. 9. As a result, a sudden change in the estimated
gradient can be suppressed. After latch processing and hysteresis process
have been performed (i.e., YES in step S108; S110), the creep increase
coefficient is calculated based on the estimated gradient after
hysteresis processing (S112). Then the creep increase torque is
calculated based on the creep increase coefficient and the driving force
map (S114).

[0074]At this time, an abrupt change in the creep increase torque can be
suppressed by an abrupt change in the estimated gradient being
suppressed. Therefore, the vehicle can be suppressed from sliding
downhill due to an abrupt decrease in the creep increase torque.

[0075]As described above, with the control apparatus of a vehicle
according to this embodiment, it can be determined that the estimated
road surface gradient is changing abruptly, i.e., that the derivative
value of the rotation speed is changing abruptly, when the acceleration
detected by the G sensor is not within a predetermined range that
corresponds to the estimated road surface gradient. Therefore, an abrupt
change in the creep torque can be suppressed by estimating the road
surface gradient by appropriately correcting the road surface gradient
based on the detected acceleration. Accordingly, in a vehicle that is
stopped on an upward slope, an abrupt change in the estimated road
surface gradient can be suppressed when the driver releases the brake
pedal and the vehicle starts to move. That is, an abrupt decrease in the
estimated road surface gradient can be suppressed. As a result, on an
upward slope, the creep torque can be increased appropriately according
to the road surface gradient so the vehicle can be suppressed from
sliding downhill backwards. Accordingly, the unpleasant sensation
imparted on the driver from the vehicle sliding backwards can be
minimized. Thus, a control apparatus of a vehicle that suppresses
downhill sliding of the vehicle on an upward slope can be provided.

[0076]The embodiments disclosed herein are in all respects merely examples
and should in no way be construed as limiting. The scope of the invention
is indicated not by the foregoing description but by the scope of the
claims for patent, and is intended to include all modifications that are
within the scope and meanings equivalent to the scope of the claims for
patent.